Rotary Engine with Rotating Fuel and Exhaust Distributor

ABSTRACT

An internal combustion engine having combustion chambers that rotate about a main shaft axis in a step-wise manner. A first and second rotor each have elongate pistons that are interdigitated so that when one rotor rotates with respect to the other rotor, some combustion chambers between the interdigitated pistons decrease in volume and other combustion chambers increase in volume. Fuel mixture and exhaust apparatus forms one end wall of the combustion chambers to feed a fuel mixture to the increasing-volume chambers and extract the exhaust gasses from other decreasing-volume chambers. The fuel mixture and exhaust apparatus rotates in a direction opposite the first and second rotors, and twice the rotational rate of such rotors.

RELATED APPLICATIONS

This non-provisional patent application is a divisional patentapplication of pending U.S. non-provisional patent application Ser. No.13/683,109 filed Nov. 21, 2012, which claims the benefit of U.S.provisional patent application Ser. No. 61/629,645 filed Nov. 23, 2011.

TECHNICAL FIELD OF THE INVENTION

The present invention relates in general to internal combustion engines,and more particularly to engines of the type that employ rotatingpistons and cylinders.

BACKGROUND OF THE INVENTION

Internal combustion engines provide a vital component in the generationof torque for use in powering other mechanical machines and systems. Aninternal combustion engine generally uses gasoline, diesel, natural gas,etc., as a fuel to develop power. Conventional internal combustionengines operate with four cycles, namely an intake cycle, a compressioncycle, a power cycle and an exhaust cycle. With this type of engine, aconnecting rod has connected at one end thereof a piston thatreciprocates in a cylinder. The other end of the connecting rod isconnected to a crankshaft that rotates as the piston(s) reciprocate. Thecrankshaft is connected to a flywheel that maintains the rotary momentumof the engine.

During the intake cycle or stroke of the internal combustion engine, thepiston moves downwardly in the cylinder to pull in the fuel mixturethrough an open intake valve. The crankshaft rotates so that the pistonis moved upwardly during the compression cycle to compress the fuelmixture in the cylinder, with the intake and exhaust valves closed. Thepower cycle is carried out next as the ignition of the compressed fuelmixture by a spark plug causes the fuel to burn and expand. Theexpanding gasses of the burned fuel mixture cause the piston to movedownwardly in the cylinder, during the power cycle. The next cycle isthe exhaust cycle where the rotating crankshaft drives the pistonupwardly while the exhaust valve is open to force the spent gasses outof the engine. Each of the four cycles is carried out during tworevolutions of the crankshaft. The rotating crankshaft continues torotate and carry out the four cycles again. This same sequence iscarried out with internal combustion engines having one crankshaft andmany connecting rods and pistons driven thereby. In multi-cylinderengines, each revolution of the crankshaft can involve various pistonsthat undergo a power cycle at the same time as other pistons areundergoing other cycles, thereby providing a smooth delivery of power tothe crankshaft. Many one-cylinder engines are used on utility equipment,such as lawnmowers. Four-cylinder, six, eight, ten and twelve-cylinderengines are frequently used in automobiles to provide torque for drivingthe power train.

Other types of internal combustion engines are of the two-cycle type inwhich an intake, compression, power and exhaust stroke all occur in onerevolution of the crankshaft. In this type of engine, while thecrankshaft and flywheel carries the piston upwardly, the bottom side ofthe piston creates a vacuum in the crankcase and pulls fuel into thecrankcase through an open intake port, and at the same time fuel in thecombustion chamber is compressed. During this upward travel of thepiston, an intake and compression cycle are carried out. A spark from aspark plug ignites the compressed fuel and drives the piston down duringthe power stroke. As the piston moves down in the cylinder, the fuel inthe crankcase is compressed, and an exhaust port is opened. During theremainder of the down stroke of the piston, the fuel mixture in thecrankcase escapes around the piston to the combustion chamber where thefuel mixture pushes the spent gases out of the exhaust port. Thus,during the downward travel of the piston, a power and exhaust cycle arecarried out. As the crankshaft continues rotation to force the pistonupwardly again, another intake and compression stroke are carried out.

Other variations of four cycle internal combustion engines includes theradial engine developed for high performance World War II aircraft. Thistype of engine is similar to the four-cycle engine described above, butdiffers in the manner in which the piston rods are connected to thecrankshaft. The radial engine has cylinders arranged like spokes of awheel around a crankshaft hub. The diesel engine is an internalcombustion engine that operates with four cycles much like thatdescribed above, but ignites the diesel fuel mixture using compressionto heat the fuel to the flash point, rather than using a spark plug.

The Wankel engine is an internal combustion engine, but does not utilizereciprocating pistons. Rather, the Wankel engine uses a rotating rotorthat is triangular with bow-shaped sides. The rotor rotates in anoval-like epitrochoid-shaped housing to provide an intake location, acompression location, an ignition location and an exhaust location. Thespaces of the four different locations change as the rotor rotates inthe oval housing. For example, the volume between one bowed side of thetriangular-shaped rotor and the housing increases while being connectedto the fuel mixture intake. Then, as the rotor continues to rotate, thecaptured fuel mixture is compressed as the volume decreases, and whenfinally compressed to the maximum extent the fuel mixture is ignited bya spark plug. Then, on further rotation of the rotor, the spent gassesare compressed in a volume that is coupled to an exhaust outlet of theengine. Each of the three sides of the triangular-shaped rotor operatetogether with the oval-shaped housing to effectively provide threecylinders.

A different type of internal combustion engine is disclosed in U.S. Pat.No. 6,739,307. This engine is constructed with a toroid-shaped cylinderwith spaced-apart pistons that revolve in the annular-shaped cylinder.The engine block or covers in which the toroid-shaped cylinder is formedis stationary. Two sets of pistons are connected together by respectivecrank systems so that the sets of pistons move in the toroid-shapedcylinder independently of each other. The crank systems comprise acomplicated arrangement of sun gears, connecting rods and crankshafts.The pistons move in a stepwise manner around the cylinder, i.e., one setof pistons are momentarily stationary while the other set of pistonsmove to thereby draw in a fuel mixture and compress it in some chambersor exhaust the spent gasses out of an exhaust port via other chambers.The combustion of the compressed fuel mixture then moves the one set ofpistons while the other piston set is held momentarily stationary by thecrank system. The crank system is mechanically complicated, as is otherparts of the engine. The engine does not disclose a lubrication systemnor a spark system to ignite a fuel mixture, but rather depends on thecompression of the fuel mixture to ignite the same, much like a dieselengine.

From the foregoing, it can be seen that a need exists for a rotatingcombustion chamber type of engine that is less complicated and moreeasily constructed and thereby cost effective. Another need exists foran engine where the power producing components comprise two rotatingrotors with interleaved pistons. A further need exists for a rotatingcombustion chamber engine that has a lubrication system that lubricatesthe rotating rotors, as well as a fuel delivery system that provides afuel mixture to those rotating chambers that are carrying out an intakecycle. Yet another need exists for a rotating combustion engine thatefficiently uses one-way bearings or other one-way rotation mechanismsto accomplish the stepwise rotational movement of the rotors.

SUMMARY OF THE INVENTION

In accordance with the principles and concepts of the invention, thereis disclosed an engine that is of the type in which the pistons andcylinders revolve in a stepwise manner around a main shaft axis. Theengine is equipped with a spark system to ignite the fuel mixture incombustion chambers at specified times. The engine also includes alubrication system to not only lubricate the moving parts of the enginebut to also cool the engine. When used to cool the engine, the lubricantcirculates outside the engine to a reservoir and radiator cooler.

In accordance with one embodiment of the invention, the engine includesa pair of rotors that rotate in a stepwise manner. Each rotor isconstructed with a housing having elongate pistons that extend in anaxial direction of the main shaft, and the housings rotate with therespective rotors.

In accordance with another feature of the invention, each rotor isconnected to the main shaft with respective one-way bearings or otherone-way rotation mechanisms so that during an ignition or power cycle,one rotor remains momentarily stationary with respect to the other rotorand cannot rotate backwards, while the other rotor rotates a certainangular distance and carries with it the main shaft. The angulardistance by which the moving rotor rotates is that distance which itspistons can move between the momentarily stationary pistons of the otherrotor.

In accordance with another aspect of the invention, a fuel mixture andexhaust assembly operates at one axial end of the rotor pair to align amixture/exhaust distributor with the moving cylinder chambers of theengine to assure that the fuel mixture is available to those cylinderchambers that are undergoing an intake cycle. Similarly, themixture/exhaust distributor assures that the exhaust from other cylinderchambers can be expelled into an exhaust system during rotation of therotors. According to one embodiment, the fuel mixture distributorrotates in a direction opposite the rotors, and at twice the rotationalrate of the corresponding rotors.

In accordance with yet another feature of the invention, a lubricationsystem operates at the other axial end of the rotor pair to couple alubricant to the moving engine components. The lubrication systemincludes a pump with impeller pistons which move within cylinderchambers of an impeller cover which covers the end of the rotor pair.During stepwise rotation of the rotor pairs, one rotor rotates theimpeller pistons, and the other rotor rotates the impeller cover. Theoil impeller pistons and the oil impeller thus move in a stepwise mannerin synchronism with the rotors.

With regard to yet another feature of the invention, the lubricationsystem includes an oil distributor that rotates with the rotors toprovide a ready supply of oil to the rotors as they rotate about themain shaft. Like the mixture/exhaust distributor, the oil distributorrotates in a direction opposite the rotors, and at twice the angularrate.

Another feature according to the invention is that four traditionalinternal combustion engine cycles are carried out, but there are atleast two simultaneous intake cycles, two simultaneous compressioncycles, two simultaneous ignition cycles and two simultaneous exhaustcycles. In addition, the two ignition cycles occur on oppositely-locatedcylinder chambers to thereby provide a balanced torque to the mainshaft.

According to an embodiment of the invention, disclosed is an internalcombustion engine that includes a main shaft rotatable about an axialaxis, a first rotor for rotatably driving the main shaft, where thefirst rotor has a housing and plural pistons attached internal to thehousing, and the pistons and the housing rotate about the axial axis.Also included is a second rotor for rotatably driving the main shaft,where the second rotor has a housing and plural pistons attachedinternal to the second housing, and the second rotor pistons and thesecond housing rotate about the axial axis. The pistons of the firstrotor and the pistons of the second rotor are interdigitated to formchambers between the first rotor pistons and the second rotor pistons.The first rotor and the second rotor drive the main shaft in a step-wisemanner where during rotation of the main shaft one rotor is momentarilystopped for a period of time and the other rotor rotates the main shaftduring the same period of time. The fuel mixture is coupled to selectedchambers and compressed, and ignited to produce a torque for rotatingthe main shaft of the engine.

According to another embodiment of the invention, disclosed is aninternal combustion engine for driving a load. Included is a firstone-way rotating mechanism and a second one-way rotating mechanism,where each one-way rotating mechanism is adapted for allowing rotationin one direction, but locks during attempted rotation in an oppositedirection. A first rotor drives the main shaft using the first one-wayrotating mechanism when in a locked condition to rotate the main shaftin only one direction. A second rotor drives the main shaft using thesecond one-way rotating mechanism when in a locked condition to rotatethe main shaft in the same direction as the cylinder rotor. The firstrotor and the second rotor have interleaving pistons that form aplurality of variable volume chambers therebetween during rotation ofthe main shaft. The chambers are for combustion of a fuel mixture toproduce torque.

With regard to another embodiment of the invention, disclosed is aninternal combustion engine having a main shaft rotatable in a firstrotary direction for delivering torque to a load. The engine furtherincludes a first rotor having pistons, and a second rotor having pistonsinterleaved with the pistons of the first rotor. A respective combustionchamber is located between the pistons of the first rotor and thepistons of the second rotor. Each combustion chamber increases in volumeand decreases in volume as the first and second rotors rotate in thefirst direction and drive the main shaft, and each combustion chamberundergoes an intake cycle, a compression cycle, an ignition cycle and anexhaust cycle. A fuel and exhaust distributor forms a wall to thecombustion chambers, and includes a fuel port and an exhaust port.Further, the fuel and exhaust distributor rotates in a rotary directionopposite to the first rotary direction of the main shaft to align thefuel port with a combustion chamber that is increasing in volume and toalign the exhaust port with a combustion chamber that is decreasing involume.

According to yet another embodiment of the invention, disclosed is aninternal combustion engine having a main shaft rotatable about an axialaxis thereof, and including a first rotor rotatably driving the mainshaft in only one rotary direction about the axial axis, and a secondrotor rotatably driving the main shaft in the rotary direction about theaxial axis. The first rotor and the second rotor drive the main shaft ina step-wise manner. The first rotor and the second rotor have pistons,with combustion chambers between the pistons of the first rotor and thepistons of the second rotor. The combustion chambers have respectivevolumes that change as the first rotor rotates in a step-wise mannerwith respect to the second rotor. A fuel and exhaust distributor form awall of the combustion chambers. The fuel and exhaust distributorrotates with respect to the first rotor and the second rotor to alignthe fuel port with a combustion chamber experiencing an increasingvolume and to align the exhaust port with a combustion chambersexperiencing a decreasing volume.

According to a further embodiment of the invention, disclosed is aninternal combustion engine having a main shaft rotatable about an axialaxis thereof in a first rotary direction, and a first rotor havingplural pistons, where the first rotor rotatably drives the main shaft ina step-wise manner in said first rotary direction. A second rotor hasplural pistons and drives the main shaft in a step-wise manner in thefirst rotary direction. Further included are combustion chambers locatedbetween the pistons of the first rotor and the pistons of the secondrotor. The combustion chambers have respective volumes that change asthe first rotor rotates in a step-wise manner with respect to the secondrotor. A first set of the combustion chambers increase in volume as thefirst rotor and the second rotor rotate with respect to each other. Asecond set of the combustion chambers decrease in volume as the firstrotor and the second rotor rotate with respect to each other. The firstset of combustion chambers and the second set of combustion chamberseffectively rotate in a direction opposite the first rotary direction ofthe first rotor and the second rotor. A fuel and exhaust distributorforms a wall of the combustion chambers, and includes a fuel port forcoupling a fuel to at least one combustion chamber experiencing anexpanding volume. The fuel and exhaust distributor has an exhaust portfor coupling an exhaust gases from a combustion chamber experiencing adecreasing volume. The fuel and exhaust distributor rotates in a secondrotary direction opposite the first rotary direction of the first rotorand the second rotor to align the fuel port with a combustion chamberexperiencing an increasing volume and to align the exhaust port with acombustion chamber experiencing a decreasing volume.

BRIEF DESCRIPTION OF THE DRAWINGS

Further features and advantages will become apparent from the followingand more particular description of the preferred and other embodimentsof the invention, as illustrated in the accompanying drawings in whichlike reference characters generally refer to the same parts, functionsor elements throughout the views, and in which:

FIG. 1 is a side view of the internal combustion engine constructedaccording to one embodiment of the invention;

FIG. 2 is an exploded view of a portion of the components to the left ofthe engine of FIG. 1;

FIGS. 3a-3e are respective isometric, left end, side, right end andsectional views of the cylinder rotor of the engine;

FIGS. 4a-4d are respective isometric, left end, top, and right end viewsof the hub rotor of the engine;

FIGS. 5a-5d illustrate various embodiments of anti-reverse rotationassemblies;

FIG. 6a illustrates the position of the moving hub rotor with respect tothe momentarily stationary cylinder rotor near the start of a cycle;

FIG. 6b illustrates the position of the moving hub rotor with respect tothe momentarily stationary cylinder rotor near the end of the cycleillustrated in FIG. 6 a;

FIG. 7a illustrates the position of the moving cylinder rotor withrespect to the momentarily stationary hub rotor near the start of acycle;

FIG. 7b illustrates the position of the moving cylinder rotor withrespect to the momentarily stationary hub rotor near the end of thecycle illustrated in FIG. 7 a;

FIGS. 8a and 8b are further illustrations of the positions of the movinghub rotor with respect to the momentarily stationary cylinder rotorduring the respective start and end of a cycle;

FIGS. 9a and 9b , when placed side by side, constitute a chartillustrating the relative positions of the cylinder rotor and the hubrotor during each thirty degree cycle for a full revolution, and thefunction of each of the cylinder chambers at such times;

FIG. 10 is an isometric view of the electrical mechanism for coupling ahigh voltage spark to the spark plugs of the hub rotor;

FIGS. 11a-11d are respective isometric, end, side sectional and sideviews of the counter-rotating mixture/exhaust distributor, andassociated components;

FIGS. 12a-12c are respective isometric, end, and top views of thestationary mixture inlet and exhaust outlet member;

FIG. 13 is a side view of a portion of the engine illustrating the geardrive for the fuel mixture/exhaust distributor for distributing the fuelmixture and the exhaust to and from pairs of cylinder chambers duringstepwise rotation of the cylinder and hub rotors;

FIG. 14 is an end view of the face of the fuel mixture/exhaustdistributor;

FIG. 15 is an end view of the face of the hub rotor that mates with thefuel mixture/exhaust distributor of FIG. 14;

FIG. 16 is an exploded side view of the lubricating system of theengine;

FIGS. 17a and 17b are respective exploded and isometric views of the oildistribution assembly;

FIGS. 18a-18c are respective isometric, end and side views of the oilimpeller;

FIG. 19 is an isometric view of the hub rotor, the cylinder rotor andthe chambered oil impeller cover;

FIGS. 20a-20d are respective isometric left end, left end, side andisometric right end views of the chambered oil impeller cover;

FIGS. 21a-21c are respective end, side and isometric views of thecounter-rotating oil distributor;

FIG. 22 is an isometric view of the hub rotor, cylinder rotor, and theoil distributor partially removed from the oil impeller cover;

FIGS. 23a-23d are respective isometric, right end, top and left endviews of the inlet/outlet oil manifold;

FIG. 24 is an isometric view of the hub rotor, cylinder rotor, and theoil inlet/outlet components; and

FIG. 25 is a diagram that illustrates the lubrication system that isexternal to the engine.

DETAILED DESCRIPTION OF THE INVENTION

With reference to FIGS. 1 and 2, there is illustrated the internalcombustion engine 10 according to one embodiment of the invention. Theengine 10 can be of any size, but is generally cylindrical according toone construction, and is about three inches in diameter and about nineinches long. It is contemplated that the engine 10 will generatesubstantial shaft horsepower when using a standard grade of gasoline. Itcan be appreciated that with such a small size and comparatively largehorsepower, the applications for the engine 10 are endless. The engine10 can be used in automobiles, and even with one engine driving each oftwo or more drive wheels. The engine 10 has many other private,business, industrial and military applications.

For purposes of clarity, the engine 10 of FIGS. 1 and 2 does not havefuel mixture, exhaust, electrical or lubricant connections. Thecomponents of the engine 10 include a main shaft 12 that extends axiallytherethrough. One end of the main shaft 12 is supported in a one-waybearing 14 that is mounted in a support 16. The other end of the mainshaft 12 is similarly supported in a one-way bearing 18 that is mountedin a second support 20. The one-way bearings 14 and 18 are conventionalroller bearings, but are constructed to allow a shaft extendedtherethrough to rotate in only one direction. According to oneembodiment, both end bearings 14 and 18 (one-way) can be of the typeHF1616. Those skilled in the art may find it advantageous to employother types of one-way rotation mechanisms. Each one-way bearing 14 and18 is maintained axially registered with respective retaining rings 15inserted into external annular slots formed in the respective ends ofthe main shaft 12. In order to fasten the bearings 14 and 18 in thesupports 16 and 20, the peripheral edge of the outer races can be of ashape other than circular, such as square, hex, etc. A similar shapedbearing opening in the upright supports 16 and 20 would also be formedtherein to accept such bearings 14 and 18. In the embodiment of FIGS. 1and 2, the main shaft 12 is bearinged so that it rotates in acounterclockwise direction, as viewed from the front of the engine 10(the right of drawing of FIG. 1). As will be appreciated by thedescription of the engine components, various components can berearranged and/or reconfigured so that the engine 10 will rotateclockwise rather than counterclockwise. The supports 16 and 20 can bemade integral through a base member 22. In practice, the main shaft 12can be extended at either end and connected directly or indirectly toone or more loads. Indeed, respective loads can be connected to bothends of the main shaft 12. When employed in automotive applications, aclutch and standard transmission, or automatic transmission can beconnected to one end of the engine, and one or more pulleys can beconnected to the other main shaft end to drive power equipment such asan air conditioner, power steering pump, generator, etc. It is importantto note that the engine 10 can produce substantial horsepower even atlow rpm, so that in many applications a transmission is not necessary.It is expected that the engine 10 can produce sufficient power at 1/48rpm up to thousands of rpms.

The engine 10 includes a cylindrical-shaped cylinder rotor 24 and acylindrical-shaped hub rotor 26, both of which have interdigitated orinterleaved finger-like piston members that define cylinders andchambers. As will be described in more detail below, the cylinder rotor24 is constructed with four “cylinders” that are arcuate shaped, eachseparated by a finger-like piston. Each cylinder is somewhat less thanabout thirty degrees of a circle. The hub rotor 26 is also constructedwith four finger-shaped “pistons” mounted to a hub, where the pistonsare each inserted into a cylinder of the cylinder rotor 24. The pistonsof both the cylinder rotor 24 and hub rotor 26 are each constructed tobe about thirty degrees of a circle. Thus, each piston of the hub rotor26 can rotate in a short arc within its respective cylinder of thecylinder rotor 24, and form one chamber in front of each piston and asecond chamber in the back of each piston. There is thus effectivelyfour cylinders and eight chambers associated with the engine 10.

Two opposite-located pistons of the hub rotor 26 can move withinrespective cylinders of the cylinder rotor 24 to compress a gas mixturein the chambers in front of such pistons, and simultaneously draw in anew fuel mixture into the chambers behind such pistons. The other twopistons of the hub rotor 26 move within other respective cylinders ofthe cylinder rotor 24 to ignite the previously compressed fuel mixturein the chambers in front of such pistons, and to simultaneously expelthe exhaust from the chambers located behind the other two pistons. Whenthe fuel mixture is ignited in two of the chambers, the ignited fuelmixture moves one piston of one rotor away from the piston of the otherrotor forming the chamber, thereby allowing the moving piston to causecounterclockwise rotation of the main shaft 12 due to the use of one-waybearings. The other piston would tend to rotate the main shaft 12clockwise, but it can't because an anti-rotation assembly (FIG. 5)connected to the other piston prevents clockwise rotational movementthereof. Thus, the two rotors 24 and 26 alternately rotate on the mainshaft 12 from momentarily stopped positions in a counterclockwisedirection during the four internal combustion engine cycles. The term“momentarily stopped” means the piston is momentarily stopped relativeto the other piston. Thus, in operation, each rotor is momentarilystopped while the other rotor is rotating thirty degrees, and then theopposite occurs, i.e., stepwise, thus providing a continuous torque tothe main shaft 12. For every revolution of the main shaft 12, there areforty-eight power cycles.

During the stepwise rotation of the two rotors 24 and 26, othercomponents of the engine 10 operate to allow a fuel mixture to be drawninto the cylinder chambers, allow the exit of the exhaust gasses fromother cylinder chambers, provide an ignition spark to cylinder chambersin which a fuel mixture is compressed, and lubricate the rotatingcomponents of the engine 10. To that end, attached to and rotating withthe hub rotor 26 is a high voltage cable holder 28 with a high voltagewire 30 that couples a spark to a spark plug (not shown in FIGS. 1 and2). There are a total of four spark plugs mounted to the hub rotor 26,one for each of four cylinder chambers. A conductive spark distributor34 distributes the spark to the correct number of spark plugs at theproper time. The spark distributor 34 is attached to an insulator ring33, and both components are mounted around the counter-rotating fuelmixture/exhaust distributor 60. Similarly, with respect to the cylinderrotor 24, there is a high voltage cable holder 36 with high voltagewires 38 that couple the spark to respective spark plugs, one shown asnumeral 40. High voltage connection parts 42 are located adjacent to thehigh voltage high voltage cable holder 36, and a high voltage insulatordistributor 46 is adjacent to the high voltage connection parts 42. Aconductive spark distributor 42 is attached to an insulator ring, andboth components are mounted around the counter-rotating oil distributor52. An inlet/outlet oil manifold 48 is connected to a source oflubricating oil, and is held axially registered by a retaining ring 50.A counter-rotating oil distributor 52 functions to properly distributethe lubricating oil to the rotating engine components.

Located on the right end of the engine 10 of FIG. 1, thecounter-rotating oil distributor 52 is caused to rotate in a clockwisemanner by a set of gears. A drive gear 54 is fixed to the main shaft 12and thus rotates counterclockwise. A driven gear 56 is mounted to theoil distributor 52. A pair of diametric-located idler gears, one shownas numeral 58, are rotatable mounted in respective bearings, engage boththe drive gear 54 and driven gear 56 so that the driven gear 56 rotatesin a direction opposite that of the drive gear 54. The idler gears 58are each mounted to a respective upright support 59.

Referring to the rear end (to the left in the drawing) of the engine 10,a counter-rotating fuel mixture/exhaust distributor 60 (FIG. 2) rotatesto select the correct cylinder chambers to supply a fuel mixture theretoand extract exhaust gasses therefrom. The fuel mixture/exhaustdistributor 60 rotates in a direction opposite that of the main shaft 12by the utilization of a drive gear 62 that drives a driven gear 64 byway of a pair of diametric-located idler gears, one shown as numeral 66(FIG. 1). The idler gears 66 are rotatably mounted in respectivebearings. The idler gears 66 are each mounted to a respective uprightsupports 63. The counter-rotating fuel mixture/exhaust distributor 60 ismounted against a stationary mixture intake and exhaust outlet member170. The stationary mixture intake and exhaust outlet member 170 isconnected to a source of fuel mixture, and an exhaust pipe and mufflersystem. The fuel mixture/exhaust distributor 60 rotates on the mainshaft 12 by a needle bearing 65. The needle bearing 65 is axiallyregistered on the main shaft 12 by a pair of retaining rings 67 and 68.A spacer disc and ball bearing 69 are fastened to the main shaft 12between the fuel mixture/exhaust distributor 60 and the hub rotor 26.With this arrangement, the fuel mixture/exhaust distributor 60 is heldagainst the face of the hub rotor 26.

FIGS. 3a-3e illustrate the features of the cylinder rotor 24 and FIGS.4a-4d illustrate the features of the hub rotor 26 which slides axiallyinto the cylinder rotor 24 during installation of the engine 10. Thecylinder rotor 24 and the hub rotor 26 can be constructed of a titaniumor other suitable metal or other material capable of withstanding thestresses and heat generated by an internal combustion engine. Thecylinder rotor 24 is constructed with a cylindrical housing 70 and fourelongate finger-like pistons, one shown as numeral 72, the others beingidentically constructed. The individual finger-like pistons areidentified respectively as 72 a, 72 b, 72 c, and 72 d.Cross-sectionally, the piston 72 is constructed so as to be generallypie shaped, with an arched or rounded top 74 and a truncated bottomsurface 76. The bottom surface of each piston 72 is also arched orrounded upwardly. The two sides 78 and 80 (see FIG. 3b ) are angledabout thirty degrees. A pair of hardened metal U-shaped seal rings fitwithin respective U-shaped grooves formed around the piston 72. One sealring is shown as numeral 84. The seal rings 84 are effective to sealcorresponding surfaces of the pistons 72 to the top, bottom and endsurfaces of the hub rotor 26. As noted above, the cylinder rotor 24 isrotatably mounted to the main shaft 12 by one or more one-way bearingsto drive the main shaft 12 in only a counterclockwise direction. Inpractice, the cylinder rotor 24 has formed therein a bore in which theouter race of a one-way bearing is mounted. The cylinder rotor 24 isconstructed with an end wall 95 having a central opening 97 thereinthrough which the hub portion 104 of the hub rotor 26 extends. Theopening 97 has formed therein internal annular grooves to accommodateseal rings to seal to the hub portion 104 of the hub rotor 26.

As illustrated in FIG. 3e , a spark plug (not shown) can be threadablyinserted within a threaded hole 88 formed in the cylindrical housing 70.The electrode of the spark plug is coupled by a lateral opening 89 inthe piston 72. The lateral opening 89 extends only from one side of thepiston 72 and thus to only one combustion chamber of the engine 10. Eachof the four pistons 72 are constructed in a similar manner with a sparkplug that ignites a fuel mixture on one side of the piston. With thecylinder rotor 24 equipped with four spark plugs, there are four of theeight combustion chambers that can be ignited. As will be describedbelow, the hub rotor 26 is equipped with four spark plugs and thus theother four combustion chambers can be ignited. With this arrangement,all eight chambers of the engine can be ignited in a timed manner toprovide a smooth and balanced torque to the main shaft 12.

Formed in the top rounded surface 74 of each cylinder rotor piston 72 isan elongate axial oil groove 86 a. A similar elongate axial oil groove86 b is formed in the bottom of each cylinder rotor piston 72. Athrough-hole 87 is formed near the end of the top oil groove 86 a,radially through the piston 72, to a location near the end of the bottomoil groove 86 b. FIG. 3d is an end view of the cylinder rotor 24 showingthe lubricant inlet ports and outlet ports for each piston 72. The flowof the lubricant through the cylinder rotor 24 is as follows. Thepressurized lubricant is forced into the oil port 90 a formed in the endof the cylinder rotor 24, then through a circuitous internal channel(not shown) formed in the cylinder rotor 24, and then into the bottomoil groove 86 b. The oil flowing in the bottom oil groove 86 blubricates the outer cylindrical surface of the hub 104 of the hub rotor26, on which the bottom sections of the four cylinder rotor piston rings84 engage. From the bottom oil groove 86 b, the oil is forced upwardlythrough the through-hole 87 of the piston 72 to the top oil groove 86 a.The oil flowing in the top oil groove 86 a lubricates the part of thecombustion cylinder formed by the inner cylindrical surface of the hubrotor housing 100. The radial ends of both seal rings 84 are lubricatedby the oil that leaks or circulates around the end of the piston 72,between the radial ends of both seal rings 84 of the piston 72. It isnoted that the top and bottom oil grooves 86 a and 86 b extend to theend of the respective pistons 72. The lubricant that is returned in thetop oil groove 86 a passes through a circuitous internal channel (notshown) and exits the cylinder rotor 24 via an exit oil port 90 b. Eachof the four pistons 72 of the cylinder rotor 24 are lubricated in thesame manner. It is noted that the lubricant is fed to and returned fromthe cylinder rotor 24 by the counter-rotating oil distributor 52,against which the end face of the cylinder rotor 24 of FIG. 3d abuts. Itis also noted that FIGS. 3a and 3c illustrate oil ports 92 and 94 formedin the cylindrical housing 70 that are part of the manufacture of thecylinder rotor to facilitate forming circuitous oil channels internal tothe metal of the cylinder rotor 24. The surface openings 92 and 94 wouldbe closed after forming the circuitous internal oil channels in thecylinder rotor 24.

With reference now to FIGS. 4a-4d , there is illustrated the hub rotor26 having hub end portion that is inserted into the cylinder rotor 24during installation. One end portion of the hub rotor 26 comprises acylindrical housing 100, and the other end portion comprises the part ofthe hub 104 and pistons 102 that extend axially beyond the end of thehousing 100. The hub rotor 26 is constructed with the cylindricalhousing 100 of the same diameter as that of the cylinder rotor 24. Fourpistons, one shown as numeral 102, are formed integral with acylindrical hub 104 and the cylindrical housing 100. At the other end,each piston 102 is formed integral only with the hub 104. Thecylindrical hub 104 is axially longer than the cylindrical housing 100.The space between neighbor pistons 102 and 110 comprises a cylinder inwhich one piston 72 of the cylinder rotor 24 is rotatable is a shortarc. A cylinder chamber exists on each side of each piston 72, and thevolume of such chambers varies as the cylinder rotor piston 72 movesbetween two hub rotor pistons 102 and 110, and vice versa. The arcsubtended between the hub rotor pistons 102 and 110 is about thirtydegrees, and the width or arc subtended by each hub rotor piston 102 isabout thirty degrees. The piston 72 of the cylinder rotor 24 is movablein a short arcuate path between one face 106 of the hub rotor piston102, and the face 108 of the neighbor hub rotor piston 110. As can beunderstood, the finger-like pistons of both the cylinder rotor 24 andthe hub rotor 26 are interleaved. Each of the cylinders and pistons ofthe hub rotor 26 are constructed in an identical manner. The hub rotor26 is rotatably mounted to the main shaft 12 by two one-way bearings todrive the main shaft 12 in only a counterclockwise direction. Inpractice, a one-way bearing is fixed within a first shouldered bore 98 aof the hub rotor 26, and a second one-way bearing is mounted in a secondshouldered bore 98 b.

A respective spark plug is threaded into the cylindrical housing 100 ina threaded hole 116 that extends downwardly into each piston 102 of thehub rotor 26. The electrode of the spark plug is coupled by a lateralopening 117 in the piston 102. The lateral opening 117 extends only fromone side of the piston 102 and thus to only one combustion chamber ofthe engine 10. With the hub rotor 26 equipped with four spark plugs, theother four of the eight combustion chambers can be ignited. With thisoverall cylinder and hub rotor arrangement, each combustion chamber oneach side of each piston of the engine 10 can be fed a spark in a timedmanner to ignite a compressed fuel mixture.

A pair of L-shaped seal ring grooves 114 is formed in each hub rotorpiston 102. A metal L-shaped seal ring 115 is inserted in each seal ringgroove 114 to provide a compression seal for compression chambers oneach side of the pistons 102. In practice, the seal ring 115 can beconstructed in multiple segments, where each segment is thinner andoverlaps the other segment at the intersection. The intersection of thering segments can be located at the corners of the ring groove 114. Eachhub rotor piston 102 is constructed with an elongate axial top oilgroove 112. A through-hole 122 is formed near the end of the top oilgroove 112 radially through the piston 102, to a location internal tothe hub 104. The through-hole 122 terminates in the hub 104 and isconnected to an axial hole (not shown) to an oil inlet port 119 a formedin the face end of the hub 104. FIG. 4d is an end view of the hub rotor26 showing the lubricant inlet ports 119 a and outlet ports 119 b foreach piston 102. The flow of the lubricant through the hub rotor 26 isas follows. The pressurized lubricant is forced into the oil inlet port119 a formed in the end of the hub 104 of the hub rotor 26, then througha circuitous internal channel (not shown) formed in the hub rotor 26,and then up the through-hole 122 into the top oil groove 112. The oilflowing into the top oil groove 112 lubricates the inner cylindricalsurface of the housing 70 of the cylinder rotor 24, on which the topsections of the four hub rotor piston rings 115 engage. From the top oilgroove 112, the oil is forced back to toward the face end of the hub 104in an internal oil channel (not shown), and then out the oil outlet port119 b. The radial ends of both seal rings 115 of the piston 102 arelubricated by the oil that leaks or circulates around the end of thepiston 102, between the radial ends of both seal rings 115. It is notedthat the top oil groove 112 extends to the end of the respective pistons102. Each of the four pistons 102 of the hub rotor 26 are lubricated inthe same manner. It is noted that the lubricant is fed to and returnedfrom the hub rotor 26 by the counter-rotating oil distributor 52,against which the end face of the hub 104 of the hub rotor 26 of FIG. 4dabuts.

When the hub rotor 26 is fully inserted into the cylinder rotor 24 sothat one hub rotor piston 102 is located within each cylinder of thecylinder rotor 24, or vice versa, the cylindrical housing 70 of thecylinder rotor 24 and the cylindrical housing 100 of the hub rotor 26fully cover each combustion cylinder. A seal ring (not shown) seals theannular edge 96 of the hub rotor 26 to the annular edge 118 of thecylinder rotor 24. As will be described below, a fuel mixture/exhaustdistributor 60 seals the outer end (FIG. 4d ) of the hub rotor 26, andan oil impeller cover 44 is sealed to the outer end (FIG. 3d ) of thecylinder rotor 24. The lubricant is coupled from the counter-rotatingoil distributor 52 (FIG. 20) through the oil impeller cover 44 (FIG. 19)and also through the oil impeller 202 (FIG. 17) to the inlet and outletports 119 a and 119 b of the hub end 104 of the hub rotor 26.

When the engine 10 is assembled, seal rings 115 are installed on thepistons 102 of the hub rotor 26 and the seal rings 84 are installed onthe pistons 72 of the cylinder rotor 24. The hub rotor 26 is theninserted into the cylinder rotor 24 so that the pistons 102 and 72 areinterleaved. Each cylinder chamber is bounded by one elongate sidewallof a cylinder rotor piston 72 and one elongate sidewall of a hub rotorpiston 102, and the inner cylindrical surfaces of the cylindricalhousings 70 and 100. The ends of the cylinder chambers are bounded bythe oil impeller cover 44 and the fuel mixture/exhaust distributor 60.Each cylinder chamber varies in volume as a function of the stepwiserotational movement of rotors 24 and 26. In one embodiment, the axiallength of each cylinder chamber is about 2.36 inches.

FIGS. 5a-5b illustrate an anti-reverse rotation assembly that locks thehub rotor 26 from reverse CW rotation during the stepwise CCW rotationof the cylinder rotor 24 during a power cycle. The anti-reverse rotationassembly is described below for use with the hub rotor 26, but thecylinder rotor 24 is also equipped with the same type of anti-rotationassembly. As noted above, the one-way rotor bearings are locked duringCCW rotation of the rotors 24 and 26 to allow such rotors 24 and 26 todrive the main shaft in a CCW direction. While the hub rotor 26, forexample, is undergoing a power cycle, the cylindrical housing 70 of thecylinder rotor 24 is held momentarily stationary by the anti-reverserotation assembly, while the hub rotor housing 100 is allowed to rotate.

With regard to FIGS. 5a and 5b , the hub rotor 26 is illustrated with asfriction band 124 that partially encircles the hub rotor housing 100.The friction band 124 is connected to an eccentric arrangement 126. Theeccentric arrangement 126 includes a wheel 128 having a stub shaft 129journaled in a regular bearing 130. The bearing 130 is anchored in anupright support 132 that is fastened to the engine base 22. One end ofthe friction band 124 is fastened to the wheel 128, and the other end ofthe friction band 124 is fastened to the stub shaft 129. With thisarrangement, the friction band 124 is loosened when the hub rotorhousing 100 rotates in the CCW direction, and is tightened when the hubrotor housing 100 rotates in the CW direction. The friction band 124functions like an older style oil filter wrench that loosens or tightenson the filter depending on the direction the handle is turned.

The rotational operation of the hub rotor 26 with respect to thecylinder rotor 24 is carried out with the one-way bearings and theanti-reverse rotation assembly as follows. As an IGnition cycle iscarried out in a chamber behind a hub rotor piston, the combustion forcerotates the hub rotor 26 CCW against the locked one-way bearings of thehub rotor 26. The anti-reverse rotation assembly attached to the hubrotor housing 100 prevents it from rotating CW. The one-way bearing inthe cylinder rotor 24 is not locked and thus allows the main shaft 12 toeffectively rotate CW in the cylinder rotor 24. The anti-reverserotation assembly of the cylinder rotor 24 allows rotation in the CCWdirection. When an IGnition cycle occurs behind a cylinder rotor piston,the foregoing operation again occurs, but with regard to the otherrotors.

FIG. 5c illustrates another embodiment of an anti-reverse rotationassembly. The hub rotor 26 is attached to the main shaft 12 by a one-waybearing as described above. Here, a gear ring 134 is fastened around thehub rotor housing 100. Another gear 136 is mounted to an upright support138 by way of a one-way bearing 139. The upright support 138 is fixed toengine base 22. This anti-reverse rotation assembly allows the hub rotor26 to rotate in one direction, but prevents rotation in the oppositedirection. FIG. 5d illustrates yet another anti-reverse rotationassembly. The hub rotor 26 is attached to the main shaft 12 by a one-waybearing as described above. A large-diameter one-way bearing 164 has aninner race fastened to the outer circumference of the hub rotor housing.The outer race of the one-way bearing 164 is fastened to an uprightsupport 166 attached to the base 22 of the engine 10. The one-waybearing 164 allows the hub rotor 26 to rotate in one direction, but notthe other. Both the cylinder rotor 24 and the hub rotor 26 are equippedwith some type of anti-reverse rotation assembly. Many other types andstyles of rotor anti-reverse rotation schemes can be devised by thoseskilled in the art.

FIGS. 6, 7 and 8 are illustrations of the stepwise operation of thecylinder rotor 24 and the hub rotor 26. FIGS. 6a and 6b show theoperation in which the first power stroke of the example causes the hubrotor 26 to be rotated counterclockwise while the cylinder rotor 24remains momentarily stationary. In this power stroke, the ignition ofthe compressed fuel mixture occurs on the backside chambers ofoppositely-located hub rotor pistons 102 a and 102 c. FIGS. 7a and 7bshow the subsequent operation in which the second power stroke causesthe cylinder rotor 24 to be rotated counterclockwise while the hub rotor26 remains momentarily stationary. In this power stroke, the ignition ofthe compressed fuel mixtures occurs on the front side chambers ofoppositely-located hub rotor pistons 102 a and 102 c. As noted above,both the cylinder rotor 24 and the hub rotor 26 can only rotate the mainshaft counterclockwise, and not clockwise, due to the mounting thereofto the main shaft 12 by respective one-way bearings. In FIGS. 8a and 8b, the hub rotor 26 is again rotated in the third power stroke becausethe ignition of the compressed fuel mixture occurs on the backsidechambers of the next set of oppositely-located hub rotor pistons 102 band 102 d.

In more detail, FIG. 6a illustrates four hub rotor pistons 102 a-102 d.The piston 102 a is marked with a dot in the drawing to easily identifythe rotational position of the hub rotor 26. The four hub rotor pistons102 a-102 d rotatably move within the respective four cylinders of thecylinder rotor 24. One cylinder of the engine 10, for example, islocated between the cylinder rotor pistons 72 a and 72 b. One cylinderchamber thus exists, for example, in front of hub rotor piston 102 b andanother cylinder chamber exists behind the hub rotor piston 102 b. Withfour hub rotor pistons 102 a-102 d movably disposed in four respectivecylinders, there are a total of eight cylinder chambers in which each ofthe four internal combustion engine cycles can occur. The hub rotorpiston 102 a is in a position in which the chamber behind it is in anignition (IG) cycle and the chamber in front of the piston 102 a is inan exhaust (EX) cycle. The hub rotor piston 102 a is forcedcounterclockwise, as shown by the arrow on the piston 102 a. Thecombustion occurring in the chamber behind the hub rotor piston 102 aalso exerts a force on the wall of the cylinder rotor piston 72 d, butit cannot rotate clockwise because it is locked by its anti-rotationassembly, whereupon the cylinder rotor 24 will not rotate clockwise. Asimilar operation occurs with respect to the oppositely-located hubrotor piston 102 c in which an ignition IG cycle is occurring behindsuch piston 102 c. The IG cycles both exert a counterclockwise force onthe hub rotor 26. The oppositely-located but equal rotary forcesoccurring in two chambers results in a balanced force exerted on the hubrotor 26.

At this same time, the cylinder chamber in the back of the hub rotorpiston 102 b begins an intake (IN) cycle, as the volume of such chamberis increasing which thereby creates a vacuum to draw a fuel mixturetherein. The cylinder chamber in front of the hub rotor piston 102 bbegins a compression (COMP) cycle to compress the fuel mixturepreviously drawn into such chamber. The same IN and COMP cycles aresimultaneously occurring with the oppositely-located hub rotor piston102 d. FIG. 6b illustrates the cycles about to end, as were started anddescribed above in connection with FIG. 6a . Here, the hub rotor 26 withits four pistons 102 a-102 d have rotated from one position in therespective cylinders to another position, while the cylinder rotor 24remains momentarily stationary. During a single engine cycle, each hubrotor piston 102 a-102 d rotates about thirty degrees.

With regard to FIG. 7a , there is shown the next sequence in the rotaryoperation of the cylinder rotor 24 and the hub rotor 26. In thissequence of operations, there is an IG cycle occurring in the cylinderchamber located in front of the hub rotor piston 102 a. This is incontrast to the operation of the engine 10 in FIG. 6a , where the IGcycle occurred in the back chamber of the hub rotor piston 102 a. In anyevent, a simultaneous IG cycle occurs in the front chambers of both hubrotor pistons 102 a and 102 c to provide a balanced torque to the mainshaft 12. However, since the combustion of the fuel mixture during theIG cycle cannot move the hub rotor pistons 102 a and 102 d clockwise,the cylinder rotor 24 now rotates counterclockwise. A dot is located onthe cylinder rotor 24 to easily identify the movement thereof during theoperation of the engine 10. In addition, the arrow on the cylinder rotor24 illustrates that it is experiencing rotational movement, rather thanthe hub rotor 26. The cylinder chamber behind the hub rotor piston 102 aexperiences an EX cycle as the volume in such chamber is decreasing sothat spent gases are forced out of the cylinder chamber. The cylinderchamber in front of the hub rotor piston 102 b experiences an IN cycleas the volume therein is increasing to thereby draw in the fuel mixture,and the cylinder chamber behind the hub rotor piston 102 b isexperiencing a COMP cycle. The oppositely-located hub rotor piston 102 dsimultaneously experiences the same IN and COMP cycles as the hub rotorpiston 102 b. FIG. 7b illustrates the end of the cycles that werestarted in FIG. 7a . The cylinder rotor 24 substantially completes athirty-degree rotational movement to advance the main shaft 12correspondingly. It should be noted that during the two operations ofFIGS. 6 and 7, each rotor 24 and 26 advances thirty degrees, thusadvancing the main shaft 12 a total of sixty degrees.

FIG. 8a illustrates the next sequence in the operation of the engine 10.In this sequence, the hub rotor 26 now incrementally rotates while thecylinder rotor 24 is again momentarily stationary. An IG cycle isoccurring in the cylinder chamber behind hub rotor piston 102 b. This isbecause the previous two cycles in this cylinder chamber were respectiveIN and COMP cycles. An IG cycle is simultaneously occurring behind theoppositely-located hub rotor piston 102 d. These two IG cycles inoppositely-located cylinder chambers provide a balanced torque on thehub rotor 26. Again, the cylinder rotor 24 cannot rotate clockwise dueto the anti-rotation assembly, and thus is momentarily stationary. ACOMP cycle is occurring in front of the hub rotor piston 102 b, as theprevious cycle in this chamber was an IN cycle. A COMP cycle is alsooccurring in the oppositely-located chamber in front of the hub rotorpiston 102 d. With regard to oppositely-located hub rotor pistons 102 aand 102 c, there is simultaneously occurring IN cycles behind therespective pistons, and EX cycles in front of such hub rotor pistons.FIG. 8b illustrates the positions of the hub rotor pistons 102 a-102 dwith respect to the cylinders near the end of the sequence described inconnection with FIG. 8 a.

When the main shaft 12 has rotated twice (720 degrees), and each rotor24 and 26 has rotated a single revolution, (360 degrees), a total offorty eight ignition (IG) cycles have occurred, with two ignition cyclesoccurring simultaneously in oppositely-located cylinder chambers. It canthus be appreciated that with forty eight ignition or power cyclesoccurring every full revolution of the rotors 24 and 26, a substantialamount of power can be developed. Also, because of the number of powerstrokes per engine revolution, no flywheel is required, and notransmission may be required.

The foregoing describes the operation of the engine 10 during theintake, exhaust, compression, and ignition cycles, it being assumed thatthe fuel mixture is coupled to the engine 10 during the INtake cycle,the exhaust is removed from the engine 10 during the EXhaust cycle, aspark is coupled to the spark plugs in a timed sequence during theIGnition cycle, and so on.

FIGS. 9a and 9b are a chart that shows the operation of the cylinderrotor 24 and the hub rotor 26 for each thirty degree cycle for a fullrevolution of the main shaft 12. On the left of the chart are the twentyfour cycles where each cycle comprises thirty degrees, and the fulltwenty four cycles complete a single revolution of the main shaft 12.Column six of the chart illustrates the angular rotation of the mainshaft 12 during the individual stepwise rotational movements of thecylinder rotor 24 and the hub rotor 26. With regard to cycle 0 of thechart, the cylinder rotor 24 remains momentarily stationary at zerodegrees, while the hub rotor 26 moves from a thirty degree position to asixty degree position. During the movement of the hub rotor 26, cylinderchamber #1 undergoes an IGnition cycle, cylinder chamber #2 undergoes anEXhaust cycle, cylinder chamber #3 undergoes an INtake cycle, cylinderchamber #4 undergoes a COMPression cycle, and cylinder chambers 5-8repeat the same sequence of cycles. Accordingly, for a single thirtydegree movement of the hub rotor 26, two IGnition cycles occur, twoEXhaust cycles occur, two INtake cycles occur and two COMPression cyclesoccur. With regard to the next engine cycle, namely cycle 1, the hubrotor 26 remains momentarily stationary at the sixty degree position,while the cylinder rotor 24 rotates from zero degrees to thirty degrees.During the movement of the cylinder rotor 24, cylinder chamber #1undergoes an EXhaust cycle as it previously experienced an IGnitioncycle, cylinder chamber #2 undergoes an INtake cycle as it previouslyexperienced an EXhaust cycle, cylinder chamber #3 undergoes aCOMPression cycle as it previously experienced an INtake cycle, cylinderchamber #4 undergoes an IGnition cycle as it previously experienced aCOMPression cycle, and cylinder chambers 5-8 repeat the same sequence ofcycles. Accordingly, for a single thirty degree movement of the cylinderrotor 24, two IGnition cycles occur, two EXhaust cycles occur, twoINtake cycles occur and two COMPression cycles occur. The otherthirty-two cycles of the engine 10 undergo the same pair of INtake,COMPression, IGnition and EXhaust operations in different cylinderchambers to provide a total of forty-eight IGnition or power cyclesduring one revolution of the main shaft 12.

FIG. 10 illustrates the spark delivery equipment 120 that couples thespark to the high voltage cables 30 of the rotating hub rotor 26. Thespark delivery equipment 120 includes a high voltage cable holder 28that is attached by bolts to the hub rotor 26 and rotates with it. Thecable holder 28 includes four high voltage cables 30 that carry thetimed spark to the spark plugs that are threaded into the hub rotor 26.There are four spark plugs in the hub rotor 26 and thus four highvoltage cables 30. A cable hold-down clamp 31 clamps and anchors thecables 30 to the cable holder 28 so that the cable is not displacedoutwardly during high rpm operation of the engine 10. A sparkdistributor 34 is fixed around the fuel mixture/exhaust distributor 60and rotates with it, in a direction opposite the hub rotor 26. The sparkdistributor 34 is constructed of two parts, namely an annular metallicconductor 32 bonded within an insulator 33. The metallic conductor 32 isconnected to a pair of oppositely-directed electrical contacts 35 a and35 b.

An external spring-loaded electrical contact (not shown) is urgedagainst the face of the rotating metallic conductor 32 to couple asource of timed spark to the spark distributor 34. The spark is thencoupled via the metallic conductor 32 to both of the contacts 35 a and35 b. The end of the high voltage cable 30 terminates in an assembly(not shown) that includes a spring-loaded electrical contact that isurged against the insulator 33 of the rotating spark distributor 34. Thespring-loaded contact is connected to the high voltage conductor of thecable 30. As the spark distributor contact 35 a rotates, it comes intocontact with the spring-loaded contact connected to the cable 30 andthus conducts the spark to the hub rotor spark plug connected to thehigh voltage cable 30. Indeed, at this time a spark is distributed toboth electrical contacts 35 a and 35 b. Since the contacts 35 a and 35 bare located at opposite positions on the spark distributor 34, the twooppositely-located chambers with a compressed fuel mixture therein areignited.

Similarly constructed spark distribution equipment is associated withthe cylinder rotor 24 and provides a timed spark in a similar manner.The spark distributor associated with the cylinder rotor 24 is attachedor otherwise bonded to the peripheral surface of the counter-rotatingoil distributor 52.

The spark can be generated by conventional external equipment, which mayinclude a high voltage step-up coil and electrical ignition circuitssimilar to that known for use with common internal combustion engines.Such ignition circuits can be processor controlled to vary the timing ofspark applied to the spark plugs as a function of many parameters,including load and RPM. Attached to the rotating rotors 24 and 26 can bemagnetic, light or other sensors that detect the exact rotationalposition of the rotors 24 and 26. The rotor position information issupplied to the processor to control the time at which the spark isapplied to the spark plugs.

The fuel mixture is coupled to the end of the hub rotor 26 and theexhaust is taken from the same end of the hub rotor 26 by theutilization of two components, namely a counter-rotating fuelmixture/exhaust distributor 60 of FIGS. 11a-11d , and a stationarymixture intake and exhaust outlet member 170 of FIGS. 12a-12c . The fuelmixture/exhaust distributor 60 is constructed with an annular plate 156connected to a stub 158 having a bore 160 therethrough through which themain shaft 12 extends. A large diameter shouldered bore 161 functions tohold a bearing (not shown) so that the fuel mixture/exhaust distributor60 can be rotatably mounted to the main shaft 12. An annular groove 163is formed in the large diameter shouldered bore 161. The stub 158 has adriven gear 64 attached thereto by means of screws or bolts 140. Thedriven gear 64 has teeth 142 so that when driven, the fuelmixture/exhaust distributor 60 rotates therewith. As described above inFIG. 1, and as will be described in more detail below, the driven gear64 is indirectly driven by the main shaft 12 to rotate the fuelmixture/exhaust distributor 60 in a direction opposite that of thecylinder rotor 24. A face portion 144 of the fuel mixture/exhaustdistributor 60 is located inside the electrical spark distributormechanism 120 and is sealed to the end of the hub rotor 26 by seals. Thefuel mixture/exhaust distributor 60 is held against face of the hubrotor 26 with the arrangement described above in connection with FIG. 2.

The fuel mixture/exhaust distributor 60 is constructed withoppositely-located exhaust ports 146 and 148 formed in the face 144.Both exhaust ports 146 and 148 are coupled to an annular outer exhaustchannel 150 formed on the other side of the fuel mixture/exhaustdistributor 60. Similarly, oppositely-located fuel mixture intake ports152 and 154 are formed in the face 144 and are coupled to an innerannular intake channel 151 formed on the other side of the fuelmixture/exhaust distributor 60. The exhaust port 146 is offset from theintake port 152 by about thirty degrees. Similarly, the exhaust port 148is offset from the intake port 154 by about thirty degrees. Formed inthe frontal part of the annular plate 156 are seal ring grooves withmetal seal rings therein, one shown as numeral 162. The three seal rings162 provide an annular seal around the exhaust channel 150 and aroundthe intake channel 151.

FIGS. 12a-12c illustrate the structural details of the stationarymixture intake and exhaust outlet member 170. The mixture intake andexhaust outlet member 170 is constructed as an annular plate having abore 172 for fitting onto the stub 158 of the fuel mixture/exhaustdistributor 60. A single exhaust port 174 is formed through the member170, as is a single mixture intake port 176. The exhaust port 174 islocated radially in the member 170 a distance greater than the mixtureintake port 176. The ports 174 and 176 are each formed through thethickness of the mixture intake and exhaust outlet member 170 at anangle, as shown in FIG. 12c . As described below, the ports 174 and 176of the mixture intake and exhaust outlet member 170 mate with theannular channels 150 and 151 of the fuel mixture/exhaust distributor 60of FIGS. 11c and 13.

With regard to FIG. 13, illustrated is the stationary mixture intake andexhaust outlet member 170 and the counter-rotating fuel mixture/exhaustdistributor 60. The fuel mixture/exhaust distributor 60 is mounted tothe main shaft 12 via a gearing arrangement and thus rotates whenevereither of the rotors 24 or 26 rotate, but in an opposite direction tothe rotors 24 and 26. The fuel mixture/exhaust distributor 60 is locatedbetween the face end of the hub rotor 26 and the stationary mixtureintake and exhaust outlet member 170. A drive gear 62 is fixed to themain shaft 12 by a set screw 186 and/or a key. The drive gear 62 thusrotates with the main shaft 12. The drive gear 62 also rotates an idlergear 66 mounted to the upright support 63 (FIG. 1) on one side of themain shaft 12. While not shown, there is a similar idler gear mounted onthe opposite side of the main shaft 12 so that the drive gear 62 rotatesboth idler gears 66. The idler gears 66 mate with teeth 142 of a drivengear 64 that is fastened to the fuel mixture/exhaust distributor 60 viathe stub 158 (FIG. 11c ). With this gearing arrangement, whenever themain shaft 12 rotates in a CCW direction, the fuel mixture/exhaustdistributor 60 rotates in an opposite direction, namely a CW direction.

It should be understood that each time either the cylinder rotor 24 orthe hub rotor 26 incrementally rotate, the fuel mixture and exhaustdistributor 60 also rotates. Thus, when the cylinder rotor 24 rotatesthirty degrees, the fuel mixture/exhaust distributor 60 rotates thirtydegrees, and when the hub rotor 26 rotates thirty degrees, the fuelmixture/exhaust distributor 60 again rotates thirty degrees. The fuelmixture/exhaust distributor 60 therefore rotates at twice the rate aseither the cylinder rotor 24 or the hub rotor 26. Stated another way,for every revolution of the cylinder rotor 24 (or the hub rotor 26), thefuel mixture/exhaust distributor 60 rotates two revolutions.

The face 178 of the mixture intake and exhaust outlet member 170 isforced against the three annular seal rings 162 of the fuelmixture/exhaust distributor 60. When mated in the manner described, thefuel mixture that is coupled by the intake pipe 180 to the engine 10, isthen coupled to the frontal face of the mixture intake and exhaustoutlet member 170 to the intake port 176 (FIG. 12b ). The fuel mixtureis then coupled to the intake ports 152 and 154 of the fuelmixture/exhaust distributor 60 (FIGS. 11 and 14). From the intake ports152 and 154, the fuel mixture is coupled to the inner annular channel151 of the fuel mixture/exhaust distributor 60. As the fuelmixture/exhaust distributor 60 rotates CW, the intake ports 152 and 154become aligned with the CCW rotating cylinder chambers that areexpanding in volume (IN) to thereby draw the fuel mixture therein fromthe carburetor or fuel injection system of the engine 10. Similarly, theexhaust from the two cylinder chambers that are decreasing in volume(EX) is forced into the aligned exhaust ports 146 and 148 of the fuelmixture/exhaust distributor 60 and to the outer annular channel 150 onthe other face of the fuel mixture/exhaust distributor 60. From theouter annular channel 150, the exhaust is forced through the exhaustport 174 of the mixture intake and exhaust outlet member 170 and to theexhaust pipe 182 of the engine 10.

FIG. 14 illustrates the face 144 of the fuel mixture/exhaust distributor60 with the intake ports 152 and 154, as well as the exhaust ports 146and 148. FIG. 14 illustrates the face of the cylinder rotor 24 and thehub rotor 26 and the chambers that are undergoing the IN and EX cycles.It is noted that when the faces of the engine components 60 and 26 areengaged together as shown in FIG. 13, the intake ports 152 and 154 arealigned with the chambers of the hub rotor 26 that are undergoingrespective INtake cycles, and the exhaust ports 146 and 148 are alignedwith the chambers that are undergoing respective EXhaust cycles. It isnoted that there are twenty-four INtake cycles for each revolution ofthe main shaft, with two INtake cycles of the twenty-four occurringsimultaneously. The EXhaust cycles are similarly carried out by theengine 10.

As can be appreciated from sequence of cycles illustrated in the chartof FIGS. 9a and 9 b, the cylinder rotor 24 and the hub rotor 26 rotatein a stepwise manner in a counterclockwise direction. The relativepositions of the intake and exhaust chambers of the engine 10, whichchange during operation of the engine 10, also effectively rotate, butin a clockwise direction. Thus, the fuel mixture/exhaust distributor 60must rotate in a CW direction to maintain alignment with the intake andexhaust chambers of the engine 10 during CCW stepwise rotation of thecylinder rotor 24 and the hub rotor 26. When the hub rotor 26 rotates,it rotates with it (opposite direction) the fuel mixture/exhaustdistributor 60 to align it with the ports of the cylinder rotor 24.Similarly, when the cylinder rotor 24 rotates, it rotates with it(opposite direction) the fuel mixture/exhaust distributor 60 to align itwith the ports of the hub rotor 26. With regard to the chart of FIGS. 9aand 9b , it can be seen that the INtake operation of each cylinderoccurs thirty degrees earlier in time for each of the cylinders. Thesame action occurs with respect to the EXhaust operations. Thus, as thecylinder rotor 24 and the hub rotor 26 rotate counterclockwise, thecylinders that undergo INtake and EXhaust operations effectively rotateat the same speed, but clockwise. With the cylinder rotor 24 and the hubrotor 26 rotating stepwise in a CCW direction for one revolution, thefuel mixture/exhaust distributor 60 rotates in the opposite direction,namely the CW direction, but at twice the speed to maintain alignmentwith the respective cylinder chambers undergoing the INtake and EXhaustoperations.

The engine 10 includes many bearing surfaces to allow rotating surfacesto mate with one another. Such surfaces must be lubricated in order toreduce wear and allow the engine to experience a long life. In addition,the engine 10 is cooled by circulating a lubricating oil throughnumerous channels formed in the components, and especially the cylinderrotor 24 and the hub rotor 26 where the fuel mixture is burned. Thecombustion of the fuel mixture not only creates a substantial torque,but also creates heat that must be dissipated to maintain the enginecomponents within specified operating limits.

FIG. 16 illustrates in exploded form the various components of thelubricating system of the engine 10. Various components of theelectrical system that provides spark to the cylinder rotor 24 are alsoshown. The main shaft 12 that extends through many of the enginecomponents is not shown for purposes of clarity. The cylinder rotor 24includes four threaded spark plug holes 88, into which a respectivespark plug 40 is threaded. Connectable to the exposed electrode of thespark plug 40 is a contact 37, a high voltage wire 38 and high voltageconnection parts 39, including a tube and spring-loaded electricalcontact. A cable holder 29 maintains the high voltage wire 38constrained to the cylinder rotor 24 during high speed rotation. Thehigh voltage wire 38 extends via the spring-loaded electrical contact toa spark distributor 45. The spark distributor 45 is constructed with aninsulator 46, and an annular metallic conductor 47 with a pair ofelectrical contacts, as described above in connection with FIG. 10. Anoil rotor or impeller 202 is fastened to the hub 104 of the hub rotor 26and rotates with it. As noted above, the hub portion 104 of the hubrotor 26 extends through the cylinder rotor 24. The impeller pistons 206of the oil impeller 202 operate within chambers 208 of the oil impellercover 44. The oil impeller cover 44 is attached to the end of thecylinder rotor 24 and covers the oil impeller 202. The end wall 95 ofthe cylinder rotor 24 provides a divider between the combustion chambersof the engine 10 and the oil delivery system. A one-way bearing 242 isfastened within the central bore 231 of the oil impeller cover 44, and aspacer 246 abuts against the one-way bearing 242. The counter-rotatingoil distributor 52 abuts against the oil impeller cover 44. A stationaryinlet/outlet oil manifold 48 abuts against the oil distributor 52. Aspacer 248 and retaining rings 250 a and 250 b are employed to maintaina one-way bearing 252 axially registered on the main shaft 12. Thecounter-rotating oil distributor 52 has fixed therein the one-waybearing 252. The oil distributor 52 is held against the cylinder rotor24 with the retaining rings 250 a and 250 b and spacer 248 in the samemanner as the fuel mixture/exhaust distributor 60 is held against thehub rotor 24 described above in connection with FIG. 2. As describedabove, the driven gear 56 is fastened to the end of the oil distributor52, and the drive gear 54 is fastened to the main shaft 12. A pair ofidler gears 58 (FIG. 1) mesh with the teeth of the gears 54 and 56 anddrive the oil distributor 52 in a direction opposite to that of the mainshaft 12. The drive gear 54 is maintained axially spaced from the drivengear 56 by a retaining ring 254 located in an annular slot formed in themain shaft 12. The main shaft 12 is bearinged in the one-way bearing 14which is press fit into the upright base member 16. A retaining ring 256located in an annular slot in the main shaft 12 maintains the main shaft12 axially registered between the upright base members 16 and 20.

Referring now to FIGS. 17a and 17b , there is illustrated the oildistribution assembly 200 for coupling a lubricating oil to and from theengine 10 to lubricate the parts thereof. As will be described in moredetail below, the oil that has circulated through the engine 10 iscooled by a cooling oil radiator 236 (FIG. 25) so that the engine 10 isnot only lubricated but also cooled. Because the lubricating oil iscooled, there is no need for the use of water or other type of coolantto circulate through the engine 10 to remove heat therefrom. However,one skilled in the art may find that the engine 10 can be additionallycooled using water or other coolant circulating in various enginecomponents, or by the use of air forced across the outside surfaces ofthe engine 10.

The hub rotor 26 extends through the cylinder rotor 24 and is coupled toand drives an oil pump impeller. As will be described below, the oilimpeller pistons 202 of the pump rotate in a stepwise manner in chambers208 of the oil impeller cover 44 to function as a pump to force thelubricant through the various oil channels to lubricate the movingengine parts. The CW counter-rotating oil distributor 52 functions todistribute the oil into the oil channel ports of the cylinder rotor 24and the hub rotor 26. The stationary inlet/outlet oil manifold 48provides a ready supply of lubricating oil from the reservoir 232 to andfrom the CW counter-rotating oil distributor 52. The inlet/outlet oilmanifold 48 is connected by hoses to the oil reservoir 232 and thecooling oil radiator 236.

FIGS. 17a and 17b illustrate the cylinder rotor 24 coupled to the hubrotor 26, as described above. The oil impeller 202 is fastened to thehub end 104 of the hub rotor 26 by bolts, screws 204, or the like. Theoil impeller 202 includes a number of impeller pistons 206 that rotatewithin respective chambers 208 formed in the end of the oil impellercover 44 (FIG. 19). The movement of the four oil pump impeller pistons206 within the respective four chambers 208 of the oil impeller cover 44occurs in the same stepwise manner described in connection with the fourcombustion cycles of the engine 10. In other words, the engine 10effectively includes two separate sets of pistons and two separate setsof chambers, one set of pistons and chambers to carry out the four-cycleinternal combustion engine functions to provide torque to the engine 10,and the other set of pistons and chambers to carry out a lubricantpumping function. However, the oil distribution assembly 200 does notundergo four different cycles as does the internal combustion pistonsand cylinders, but rather undergoes only two cycles, namely an oilintake cycle and an oil pump cycle. With regard to the oil distributionassembly or pump 200, rather than carrying out an exhaust cycle, oil ispumped out of the respective decreasing volume chambers 208, and ratherthan carrying out a mixture intake cycle, the increasing volume of theother chambers draws in the lubricant from the reservoir 232 of oil.Each chamber 208 of the oil distribution assembly 200 is either drawingin the oil or forcing oil out of the respective chambers. Accordingly,only two cycles are employed in the oil distribution assembly 200, eventhough the pistons and chambers are constructed substantially identicalto the combustion pistons and chambers.

FIGS. 18a-18c show the details of the oil impeller 202. The oil impeller202 is constructed with four impeller pistons, one shown as numeral 206,mounted to a base 209. As noted above, the oil impeller 202 is fastenedto the hub end 104 of the hub rotor 26 by screws 204 that extend throughholes 210 formed in the base of the impeller 202 and are threaded intothreaded holes formed in the hub end 104. The oil impeller cover 44 isfastened to the cylinder rotor 24. The impeller pistons 206 fit withinrespective chambers 208 of the oil impeller cover 44 of FIG. 20. Thestepwise movement between the oil impeller 202 with the hub rotor 26, inthe chambers 208 of the oil impeller cover 44, provides a pump for thelubricant. The stepwise movement between the cylinder rotor 24 and thehub rotor 26 provide corresponding stepwise movements between theimpeller pistons 206 within the chambers 208 to increase and decreasethe volume of the oil chambers in the oil distribution assembly 200. Oilis thus pulled into the oil distribution assembly 200 and forced out ofthe oil distribution assembly 200. As will be appreciated, the engine 10can be utilized as a self-contained fuel operated engine and liquid pumpto pump a liquid. The oil pump components can be replicated and added tothe engine 10 and coupled to a source of liquid to pump the same underpressure to a destination. In other words, the hub rotor 26 can drivetwo different impellers, and the cylinder rotor 24 can drive twodifferent cylinder chambers to provide two independent pumps, with onepump pumping the oil for the engine 10 and the other pump for pumpingthe liquid.

The base 209 of the oil impeller 202 is formed with a pair of concentricannular grooves 212 and 214 on the impeller piston side thereof. Eachannular grove 212 and 214 is connected to the opposite side of the base209 by plural oil ports. One oil port 216 is formed in communicationwith the outer annular oil groove 212 and through the base 209, and theother oil port 218 is formed in communication with the inner annulargroove 214 and through the base 209. Each annular oil groove 212 and 214is connected to plural such oil ports that extend to the opposite sideof the base 209 of the oil impeller 202. The oil ports 216 and 218 arecoupled to corresponding annular oil grooves formed in the hub side ofthe oil impeller 202, and are distributed from the hub end 104 to thefour hub rotor pistons 102.

FIG. 19 illustrates the assembly of the hub rotor 26 and the cylinderrotor 24, with the oil impeller cover 44 attached to the end of thecylinder rotor 24. As described above, the oil impeller cover 44 hasformed therein four chambers 208 in which a respective oil impellerpiston 206 is located. As the hub rotor 26 rotates stepwise in thedirection of arrow 222, the impeller pistons 206 move within thechambers 208 of the momentarily stationary oil impeller cover 44, itbeing realized that the cylinder rotor 24 to which the oil impellercover 44 is fastened is also momentarily stationary. The movement of thehub rotor 26 is shown by the arrow 222, and the movement of the impellerpiston 206 is shown by arrow 224. Four cylinder chambers 208 of the oilimpeller cover 44 are thus made smaller in volume to pump oil out of theoil distribution assembly 200, while at the same time four othercylinder chambers 208 are made larger in volume to thereby draw oil intothe oil distribution assembly 200 from the oil reservoir 232. It can beappreciated that the oil impeller and the oil cylinder apparatus can bereversed so that the hub rotor 26 drives the oil cylinder apparatus andthe cylinder rotor 24 drives the oil impeller.

The oil impeller cover 44 is illustrated in more detail in FIGS. 20a-20d. The oil impeller cover 44 is constructed with a set of outer oildistribution grooves 226 and a set of inner oil distribution grooves228. The outer set of oil distribution grooves 226 are not continuous,but are interrupted with a bolt hole 229 formed therethrough. A bolt 223is passed through the hole 229 to fasten the oil impeller cover 44 tothe end of the cylinder rotor 24. Each outer oil groove 226 includes arespective through-hole 225 formed through the oil impeller cover 44from one side to the opposite side. Each inner oil groove 228 alsoincludes a respective through-hole 227 formed through the oil impellercover 44 from one side to the opposite side. The outer two oil grooves226 and associated through-holes 225 feed pressurized oil to thechannels of the cylinder rotor 24, and the inner four oil grooves 228and associated through-holes 227 feed pressurized oil to the channels ofthe hub rotor 26. The chambers 208 of the oil impeller cover 44 areotherwise closed except for inlets and outlets that carry thelubricating oil to an oil radiator 236 and from the oil reservoir 232.One face of the oil impeller cover 44 is bolted against the face end ofthe cylinder rotor 24, while the other face of the oil impeller cover 44is held against the counter-rotating oil distributor 52, describedbelow.

The counter-rotating oil distributor 52 shown in FIG. 21 and FIG. 22 isurged into contact with the face of the oil impeller cover 44 toeffectively close the oil impeller cover chambers 208. The function ofthe oil distributor 52 is to align the ports thereof with the inlet andoutlet oil ports of the oil impeller cover 44 while it rotates with therotors 24 and 26. More specifically, the oil distributor 52 assures thatthe expanding-volume chambers 208 of the oil distribution assembly 200draw the oil from the reservoir 232, and the decreasing-volume chamberspressurize the oil and pump it to the cooling radiator 236. From theengine 10, the hot oil is returned to the reservoir 232. To that end,while the cylinder rotor 24 and the oil impeller cover 44 attachedthereto rotate in a CCW manner, the oil distributor 52 rotates in a CWdirection. Moreover, for every revolution that the cylinder rotor 24undergoes, the oil distributor 52 undergoes two revolutions. The oildistributor 52 is driven with a set of gears 54 and 56 (FIG. 1) from themain shaft 12 much like that of the fuel mixture/exhaust distributor 60.

The counter-rotating oil distributor 52 is cast and/or otherwisemachined from a suitable metal to form the various oil channels thereinto distribute oil from the stationary inlet/outlet oil manifold 48 tothe oil distribution assembly 200 and then to the cylinder rotor 24 andthe hub rotor 26, and then from the cylinder rotor 24 and the hub rotor26 back to the oil distribution assembly 200 and to the stationaryinlet/outlet oil manifold 48. The oil channels in the oil distributor 52of FIG. 21 include an annular channel in communication with fourthrough-ports 260 which function as an oil out channel from the cylinderrotor 24. A smaller-diameter annular channel and four through-ports 262are also formed in the face of the oil distributor 52 and function as anoil return into the cylinder rotor 24. Another annular channel and fourlarger through-ports 264 are formed in the face of the oil distributor52 and function as an oil intake from the piston chambers 208 of the oildistribution assembly 200. Another annular channel and four largethrough-ports 266 are formed in the face of the oil distributor 52 andfunction as an oil outlet from the piston chambers 208 of the oildistribution assembly 200. Near the central bore 272 of the oildistributor 52 is formed an annular channel and four through ports 268which function as an oil outlet of the hub rotor 26. The smallestdiameter annular channel and four through-ports 270 are formed in theface of the oil distributor 52 and function as an oil inlet into the hubrotor 26. As shown in FIG. 21b , an annular groove 274 is formed in ahub portion 276 of the oil distributor 52. The annular oil groove 274 isconnected to corresponding internal annular grooves formed in a collarportion 302 of the oil manifold 48. There is an annular elastomeric sealwith an annular spring between each of the annular channels of therespective through-ports 260, 262, 264, 266, 268 and 270 to maintainseparate oil distribution channels. Lastly, formed in the end of the hub276 are six threaded holes 278 for bolting thereto the driven gear 56shown in FIG. 1.

As noted above, the lubricating oil is coupled from and to the cylinderrotor 24 via the two outer annular oil channels corresponding to therespective through-ports 260 and 262. The lubricating oil is coupledfrom and to the hub rotor 26 via the innermost two annular oil channelsof through-ports 268 and 270. The lubricating oil is coupled to and fromthe oil distribution assembly 200 via the intermediate three oilchannels of the through-ports 264, 266 and 268. As noted above, the faceof the oil distributor 52 illustrated in FIG. 21a abuts against the faceof the oil impeller cover 44 of FIG. 20b , and the opposite face of theoil impeller cover 44 abuts with the outer face of the cylinder rotor24. FIG. 22 illustrates the oil distribution channels and thethrough-holes on the face of the oil distributor 52, which face mateswith the inlet/outlet manifold 48 of FIG. 23.

The stationary inlet/outlet oil manifold 48 of FIGS. 23a-23d provides aninterface between the source of lubricating oil and the counter-rotatingoil distributor 52. The inlet/outlet oil manifold 48 is held against theoil distributor 52 by retaining rings to deliver oil to the properannular grooves thereof. The inlet/outlet oil manifold 48 is fixed andmade non-rotatable. While not shown, many of the ports or holes of theinlet/outlet oil manifold 48 are arcuate shaped, as shown in FIG. 25.The holes 280, 282, 284, and 286 in the outer face of the inlet/outletoil manifold 48 are connected to hoses that couple the lubricating oilto and from the source of the lubricating oil of FIG. 25. The hoses canbe connected to the holes 280, 282, 284, and 286 via appropriatecoupling fixtures bolted thereto. The hole 280 is coupled from the outerface of the inlet/outlet oil manifold 48 to an annular groove 292 formedon the back face 300 of the inlet/outlet oil manifold 48. The oilcircuit of hole 280 couples hot oil from the cylinder rotor 24 to thepressure sensors 238. The hole 282 is coupled from the outer face of theinlet/outlet oil manifold 48 to an annular groove 294 formed on the backface 300 of the inlet/outlet oil manifold 48. The oil circuit of hole282 provides oil from the output of the hub rotor 26 to the input of thecylinder rotor 24. The hole 284 is coupled from the outer face of theinlet/outlet oil manifold 48 to an annular groove 296 formed on the backface 300 of the inlet/outlet oil manifold 48. The oil circuit of hole284 provides oil from the impeller pump 200 to the pressure regulator237. The hole 286 is coupled from the outer face of the inlet/outlet oilmanifold 48 to an annular groove 298 formed on the back face 300 of theinlet/outlet oil manifold 48. The oil circuit of hole 286 provides oilfrom the oil reservoir 232 to the input of the impeller pump 200. Thelubricating oil is provided to the hub rotor 26 via the collar hole 288which extends to an inner annular groove in the collar 302. The oilcircuit of collar hole 288 provides oil from the pressure regulator 237to the input of the hub rotor 26. The lubricating oil is returned fromthe hub rotor 26 via the collar hole 290 which extends to an innerannular groove 306 in the collar 302. The oil circuit of collar hole 290returns hot oil from the output of the hub rotor 26 to the input of thecylinder rotor 24. The two inner annular grooves 304 and 306 areisolated by seal rings. In addition, the inner annular grooves 304 and306 of the collar 302 mate with the outer annular oil grooves 274 formedon the hub 276 of the oil distributor 52.

FIG. 24 illustrates the cylinder rotor end of the engine 10, with theoil distribution components attached to the cylinder rotor 24. The hubrotor 26 drives the impeller pistons 206 within the chambers 208 of theoil impeller cover 44. The counter-rotating oil distributor 52 fitsagainst the face of the oil impeller cover 44, and rotates in adirection opposite that of the oil impeller cover 44. The stationaryinlet/outlet oil manifold 48 fits against the outer face of thecounter-rotating oil distributor 52. The external arcuate ports of thestationary inlet/outlet oil manifold 48 are coupled by respective hosesto the oil cooling system 230 of FIG. 25.

The lubricating system 230 external to the engine 10 is shown generallyin FIG. 25. A supply of lubricating oil is stored in the reservoir 232.From the oil reservoir 232, the lubricating oil flows to the input ofthe impeller pump 202 where it is pressurized. The oil output from theimpeller pump 202 is coupled to the pressure regulator 237, and from thepressure regulator 237 to the input of the hub rotor 26. The oilcirculated through the hub rotor 26 then flows out of the oil manifold48 to the input of the cylinder rotor 24. The lubricating oil then flowsout of the cylinder rotor 24 to the pressure sensors 238, and then tothe cooling oil radiator 236 where it is cooled. The cooled oil thenflows from the radiator 236 to the reservoir 232, where the oilcirculation loop is repeated.

The principles and concepts of the engine can also be employed for useas a positive displacement fluid pump. The two rotors together with thefuel inlet and outlet manifold and associated components can be used toinput a fluid to the chambers, and pump the fluid out of chambers. Theliquid inlet and outlet manifold can be modified by those skilled in theart to provide a liquid to half of the chambers while the other half ofthe chambers are pressurizing the previously input liquid. Moreover, thetwo rotors can be driven externally by a motor or engine, or the enginedescribed above can be utilized with the addition of a liquid pumpcoupled to the lubrication pump, i.e., the internal combustion enginerotors drive impellers of both a lubrication pump and an additionalliquid pump.

While the foregoing internal combustion engine has been described withfour cylinder rotor pistons and four hub rotor pistons, those skilled inthe art can adapt the engine of the invention to use many otherdifferent numbers of pistons and cylinders. In addition, the shape ofthe different components can be varied to a great extent and yetaccomplish the features of the invention. Rather than providing a fuelmixture and spark to the chambers of the engine, the spark deliverysystem can be omitted and a diesel fuel can be utilized instead.

While the preferred and other embodiments of the invention have beendisclosed with reference to specific rotating rotor and combustionchamber engine apparatus, and associated methods of operation thereof,it is to be understood that many changes in detail may be made as amatter of engineering choices without departing from the spirit andscope of the invention, as defined by the appended claims.

What is claimed is:
 1. An internal combustion engine, comprising: a mainshaft rotatable in a first rotary direction for delivering torque to aload; a first rotor having pistons; a second rotor having pistonsinterleaved with the pistons of the first rotor; a respective combustionchamber located between the pistons of said first rotor and the pistonsof said second rotor, each combustion chamber increasing in volume anddecreasing in volume as the first rotor and the second rotors rotate insaid first rotary direction and drive said main shaft, and each saidcombustion chamber undergoing an intake cycle, a compression cycle, anignition cycle and an exhaust cycle; and a fuel and exhaust distributorforming a wall to the combustion chambers, said fuel and exhaustdistributor having a fuel port and an exhaust port, and said fuel andexhaust distributor rotatable in a rotary direction opposite to thefirst rotary direction of said main shaft to align the fuel port withcombustion chambers that are increasing in volume and to align theexhaust port with combustion chambers that are decreasing in volume. 2.The internal combustion engine of claim 1, wherein said first rotorincludes a cylindrical housing with the pistons of said first rotorattached thereto, an annular edge of said cylindrical housing sealed tosaid fuel and exhaust distributor.
 3. The internal combustion engine ofclaim 1, wherein said fuel and exhaust distributor is constructed as acircular plate having first and second opposing planar faces, said fuelport and said exhaust port formed in said first planar face and openinto respective said combustion chambers, and said circular plate ofsaid fuel and exhaust distributor having first and second annularchannels formed in said second planar face, said first annular channelconnected through said circular plate to said fuel port, and said secondannular channel connected through said circular plate to said exhaustport.
 4. The internal combustion engine of claim 3, further including astationary mixture and exhaust member having a planar face sealed to thesecond planar face of said fuel and exhaust distributor, said stationarymixture and exhaust member having a fuel port in communication with saidfirst annular channel of said fuel and exhaust distributor, and saidstationary mixture and exhaust member having an exhaust port incommunication with the second annular channel of said fuel and exhaustdistributor.
 5. An internal combustion engine, comprising: a main shaftrotatable about an axial axis thereof; a first rotor rotatably drivingsaid main shaft in only one rotary direction about said axial axis; asecond rotor rotatably driving said main shaft in said one rotarydirection about said axial axis, said first rotor and said second rotordriving said main shaft in a step-wise manner; said first rotor havingpistons and said second rotor having pistons, and combustion chambersbetween the pistons of said first rotor and the pistons of said secondrotor, said combustion chambers having respective volumes that change assaid first rotor rotates in a step-wise manner with respect to saidsecond rotor; a fuel and exhaust distributor forming a wall of saidcombustion chambers, said fuel and exhaust distributor having a fuelport and an exhaust port; and said fuel and exhaust distributor rotatingwith respect to said first rotor and said second rotor to align the fuelport with a combustion chamber experiencing an increasing volume and toalign said exhaust port with a combustion chamber experiencing adecreasing volume.
 6. The internal combustion engine of claim 5, whereinsaid fuel and exhaust distributor is constructed with half as many fuelports as combustion chambers, and constructed with half as many exhaustports as combustion chambers.
 7. The internal combustion engine of claim6, further including a counter-rotating mechanism coupled between saidmain shaft and said fuel and exhaust distributor for rotating said fueland exhaust distributor in a direction opposite the one rotary directionof said first rotor and said second rotor.
 8. The internal combustionengine of claim 7, wherein said counter-rotating mechanism comprisesgears.
 9. The internal combustion engine of claim 7, wherein saidcounter-rotating mechanism rotates said fuel and exhaust distributor ata rate twice a rotational rate of either said first rotor or said secondrotor.
 10. The internal combustion engine of claim 5, wherein said fueland exhaust distributor is constructed as a circular plate having firstand second opposing planar faces, said fuel port and said exhaust portformed in said first planar face and open into respective saidcombustion chambers, and said circular plate of said fuel and exhaustdistributor having first and second annular channels formed in saidsecond face, said first annular channel connected through said circularplate to said fuel port, and said second annular channel connectedthrough said circular plate to said exhaust port.
 11. The internalcombustion engine of claim 10, further including a stationary mixtureand exhaust member having a planar face sealed to the second planar faceof said fuel and exhaust distributor, said stationary mixture andexhaust member having a fuel port in communication with said firstannular channel of said fuel and exhaust distributor, and saidstationary mixture and exhaust member having an exhaust port incommunication with the second annular channel of said fuel and exhaustdistributor.
 12. The internal combustion engine of claim 11, furtherincluding an exhaust pipe coupled through said stationary mixture andexhaust member to the exhaust port thereof, and including a fuel mixtureapparatus coupled through said stationary mixture and exhaust member tothe fuel port thereof.
 13. The internal combustion engine of claim 5,wherein said first rotor and said second rotor are constructed andarranged to rotate in a step-wise manner in said one rotary direction,and the combustion chambers experiencing increasing volume and thecombustion chambers experiencing decreasing volume both effectivelyrotate in a rotary direction opposite said one rotary direction.
 14. Aninternal combustion engine, comprising: a main shaft rotatable about anaxial axis thereof in a first rotary direction; a first rotor havingplural pistons, said first rotor rotatably driving said main shaft in afirst rotary direction; a second rotor having plural pistons, saidsecond rotor rotatably driving said main shaft in said rotary direction,said first rotor and said second rotor driving said main shaft in astep-wise manner in said first rotary direction; combustion chambersbetween the pistons of said first rotor and the pistons of said secondrotor, said combustion chambers having respective volumes that change assaid first rotor rotates in a step-wise manner with respect to saidsecond rotor; a first set of said combustion chambers that increase involume as said first rotor and said second rotor rotate with respect toeach other, and a second set of said combustion chambers that decreasein volume as said first rotor and said second rotor rotate with respectto each other; said first set of combustion chambers and said second setof combustion chambers effectively rotate in a direction opposite thefirst rotary direction of said first rotor and said second rotor; a fueland exhaust distributor forming a wall of said combustion chambers, saidfuel and exhaust distributor having a fuel port for coupling a fuel toat least one combustion chamber experiencing an expanding volume, andsaid fuel and exhaust distributor having an exhaust port for couplingexhaust gases from a combustion chamber experiencing a decreasingvolume; and said fuel and exhaust distributor rotating in a secondrotary direction opposite the first rotary direction of said first rotorand said second rotor to align the fuel port with a combustion chamberexperiencing an increasing volume and to align said exhaust port with acombustion chamber experiencing a decreasing volume.
 15. The internalcombustion engine of claim 14, further including a counter-rotatingmechanism for rotating said fuel and exhaust distributor in said secondrotary direction.
 16. The internal combustion engine of claim 15,wherein said counter-rotating mechanism comprises plural gears.
 17. Theinternal combustion engine of claim 15, wherein said counter-rotatingmechanism rotates said fuel and exhaust distributor in said secondrotary direction at a rate twice a rotational rate of said first rotarydirection.
 18. The internal combustion engine of claim 14, furtherincluding a stationary mixture and exhaust member having a planar facesealed to a planar face of said fuel and exhaust distributor, saidstationary mixture and exhaust member having a fuel port incommunication with a first annular channel of said fuel and exhaustdistributor, and said stationary mixture and exhaust member having anexhaust port in communication with a second annular channel of said fueland exhaust distributor.
 19. The internal combustion engine of claim 18,further including an exhaust pipe coupled through said stationarymixture and exhaust member to the exhaust port thereof, and including afuel mixture apparatus coupled through said stationary mixture andexhaust member to the fuel port thereof.
 20. The internal combustionengine of claim 14, wherein said internal combustion engine does notinclude reciprocating valves for respectively controlling the fuelmixture and the exhaust.